Buffer



" March 5, 1935;

H. J. LO UNSBURY BUFFER 2 Sheets-Sheet 1 Filed May 18, 1933 IrwaniarHarvey fl/ozmsbury- Egan/141 March 5; 1935. H. J. LOUNSBURY BUFFER FiledMay 18; 1933 2 Sheets-Sheet 2 I nvemfor Harvey Iliaunsbury Patented Mar.5, 1935 I r I UNIYTEDSTAT'ES PATENT. OFFICE J "BUFFER Harvey J.,Lounsbury, Glen Ellyn, Ill., assignor to W. H. Miner, Inc., Chicago,Ill., a corporation of Delaware Application May 18, 1933, Serialhim-671,625

I 2 Claims. (01. 213-221) This invention relates to improvements inbufformed integral with the web 17 and is secured fers for railway cars.to the vertical section .20 of the angle beam 12 One object of theinvention is to provide a of hef d Si Structure. Each casing 16 hasbufiing mechanism for railway cars, of simple spaced horizontal D andbottom Walls 21421 6 and rugged design, which is efficientinoperaand'lspaced vertical, side walls 22-22. .At the '5 tion and has therequired amount of flexibility inner lower corner, each casing. isrounded off, to properly accommodate itself to the operation asindicated at 23'. Each casing is also provided of cars on both straightand curved tracks. with a lateral inward enlargement 24 'at the for- Amore specific object of the invention is to Ward end thereof, whichenlargement is formed provide a bufier for railway cars, comprising aintegral with the inner side ,wall22 of ,said cas- '10 spring housing, abuifing cap movable inwardly ,ing, The enlarg m n 2 p v ded-W h? 1.-ofthe housing and having tilting action with 'git ld a y guideway 25 h mb respect to the housing, and spring means within a slot, which isparallel to the longitudinal axis the housing opposing inward movementof the 0f the railway car. Each slot has relatively 15 cap, whereinsimple and efiicient means is proh p Vertical inner and Outer Side Walls15 vided for guiding the cap during the bufiing 26 and 27. action. Thecap B is in the form of a casting having Other objects of the inventionwill more cleara vertical front wall 28, spaced top and bottom ly appearfrom the description and claims h r rearwardly extending horizontalwalls {29-29,

inafter following. and vertical end Walls 30-30. The opposite 20 In thedrawings, forming a part of this speciends of the bottom wall 29 arespaced from the fication, Figure 1 is a top plan view, partly e d Wa aclearly shown in Figures 2 broken away, of the underframe at one end ofa' and 4. The cap B i reinforced y p d V rrailway car, illustrating myimprovements in tical webs 31-31 formed integral with the frontconnection therewith. Figure 2 is a horizontal wall 28 and the top andbottom walls 29-29. 25 sectional view, corresponding substantially tothe The rear edges of the p d hettem Wa ls a e line 2-2 of Figure 3.Figure 3 is a vertical secof the contour illustrated in Figures 1 and 2retional view, corresponding substantially to the Speetiv y. The p 3 stelesceped Over e line 3-3 of Figure 1. And Figure 4 is a part frontends of the casings 16-16 of the supend elevational view and partvertical sectional porting casting A, and the p wall 29 of the 30 viewof Figure 1, the section corresponding subcap B has sliding movement onthe flat .upper stantially to the line 4-4 of Figure 1. surfaces of thetop walls 21-21 of the two cas- In said drawings, 10-10 designate thecenter ings The p B is anchored to the D- I sills of arailway car, towhich is secured the end po t a ti A y mean-S Of a P Of p sill structurecomprising a beam 11 having top 32-32 extending t rough alig d Openings35 and bottom flanges and an angle beam 12. The 33-33 and 33-33 in thetop and bottom walls angle beam 12 is secured to the upper section of 9-0f t e Cap B and ou the glJideWeyS the web of the beam 11. The usualstriking 25-25 o t e Casi AS Clearly Show casting is indicated by 13.This striking casting n F gu and the P are of is supported by the draftsills and end sill struclesser width than the guideways 25-25 and are 40ture and has the usual opening therein, which so spaced apart laterallyas to normally engage accommodates the shank of the coupler 15, the theouter walls 27-27 of the guideways 25-25, coupler being illustrated indotted lines in Figas clearly shown in Figures 1, 2, and 3. The ures 1and 3 and in full lines in Figure 2. guideways 25-25 are of such a sizethat lateral 5 My improved buffer, which is mounted on the swingingmovement of the cap B with respect to 4 end of the car, comprisesbroadly a supporting the supporting casting A is permitted to take careI casting A, a cap B, and a pair of springs C-C. of the angulardisplacement of the car with re- The supporting casting A includes'apair of spect to the next car of a train when operated casings 16-16connected by a horizontal web 17 on a track of the maximum curvature.

which extends laterally outwardly beyond the The springs 0-0 arearranged at opposite 5o outer sides of the casings 16-16 and is securedsides of the buffer and yieldingly oppose inward to the upper horizontalflange 18 of the striking movement of the cap B with respect to thecastcasting 13. The supporting casting also has a ing A. Each spring isdisposed within the corvertical rear wall 19, which forms the end Wallresponding casing 16 and comprises inner and sections of the casings16-16. The wall 19 is outer coils having their opposite ends bearingrespectively on the rear wall of the corresponding casing and the frontwall of the cap B.

In the operation of my improved buffer, the bufiing force is transmittedto the outer face of the cap B, thereby forcing the cap inwardly towardthe end of the car and compressing the springs C-C. Inward movement ofthe cap is limited by engagement of the wall 28 with the front ends ofthe casings 16-16.. When the cap is returned to its-normal position bythe expansive action of the springs C-C, movement of the cap is limitedby the pins 32-32 engaging the front ends of the guideways 25-25 of the,casting A. When the car is being operated on straight track, the pins32. 32. of. the buffingcap B are guided along the outer walls 27'-27 ofthe guideways 25-25. When the bufiing cap B is swung to either side ofthe centered position dill? g ing a buffing action, the pins 32-32 willbe correspondingly displaced, this displacement of the pins beingpermitted by the width of the guide-5 ways 25.25.

I have herein shown and described what I now consider the preferredmanner of carrying out my invention, but the same is merely illustrativeand I contemplate all changes and modifications that come within thescope of the claims appended hereto.

I claim:

1. In a buffer for railway cars, the combination with a support fixed tothe end of the car, said support having forwardly projecting springcasings formed integral therewith, each of said casings having a flattop Wall and a lateral enlargement on the inner side thereof, saidenlargement being longitudinally slotted; of a transversely disposedbuifing head having an outer buifing face and a horizontal top wall,said top wall being slidingly supported on the top walls of saidcasings; spaced guide pins fixed to said top wall of the buffing head,said pins extending through the slots of the enlargements of thecasings; and springs within said casings yieldingly opposing inwardmovement of the buifing head.

2. In a buffer for railway cars, the combination with a support fixed tothe end of the car, said support having forwardly projecting, spacedcasings connected at their inner ends by a transverse web, each Casinghaving a fiat top Wall; of a buffing cap having a transverse front walland spaced rearwardly projecting, top and bottom walls, said front wallhaving an outer bufiing surface, said cap being telescoped over theouter ends of said casings and having the top wall thereof slidinglysupported on the top walls of the casings; springs within said casingsopposing inward movement of the buffing cap; and means for connectingsaid cap to the support, comprising laterally spaced pins extendingthrough the top and bottom walls of the buffing cap, and guideways onsaid casings respectively, in which the pins are guided.

HARVEY J. LOUNSBURY.

